49 mm with polished aluminum fork triple
clamp and dual-rate springs
Rear Suspension
Coil over shock
Front Brakes
2x 299mm disc 4 piston caliper
Rear Brakes
Single 292mm disc 2 piston caliper
Front Tyre
D427F 130/90B16 67H
Rear Tyre
D427 180/70B16 77H
Rake
29°
Fork Angle
28°
Trail
125 mm / 4.9 in
Dimensions
Length 2329.9 mm / 91.7 in
width 889.76 mm / 35.0 in
Height 1131.82 mm / 44.5 in
Wheelbase
1619.7 mm / 63.7 in
Seat Height
Laden2 663 mm / 26.1 in
Unladen 686 mm / 27.0 in
Dry Weight
303.7 kg / 7 lbs
Wet Weight
320.0 kg / 706 lbs
Gross Vehicle Weight Rating
392.2 kg / 1085 lbs
Fuel Capacity
18 9 Litres
/ 5.0 US gal
The massive stature of the Dyna Fat Bob, led by
twin headlights braced between polished triple clamps, has an unmistakable
street presence. Riding on big tires with an aggressive tread pattern mounted on
16-inch Slotted Cast Aluminum wheels, the Fat Bob is a cool and confident ride.
New features include high performance chrome-covered coil-over rear shocks, and
silver-faced speedometer with range countdown. The chrome Tommy Gun 2-1-2
exhaust accents the black-and-polished Twin Cam 96 engine. Forward foot controls
and flat drag bars create a cool and comfortable ride.
The Harley-Davidson Dyna family has its roots in
the factory-custom revolution of the 1970s. These five motorcycles pair Big Twin
performance with an extended FX front end. Dyna has always had a reputation for
great handling, with loads of attitude that appeals to riders with a strong
inclination for independent thinking.
All Dyna models feature a new silver-face speedometer with fuel range read-out,
a new low-profile front fender and a new fuel sender. A 1584 cc Twin Cam 96
powertrain with Electronic Sequential Port Fuel Injection (ESPFI) mated to the
6-Speed Cruise Drive transmission cranks out 92 ft.-lbs. of torque at 3000 rpm.
Common Dyna characteristics include the under-seat battery box, exposed rear
shock absorbers, and a classic Fat Bob fuel tank with console.
New on Dyna for 2009:
Silver-face speedometer with fuel range read-out: The new Dyna speedometer
stands out in silver and adds a functional fuel range read-out.
New fuel sender: The speedometer range read-out is the result of a new fuel
sender.
Low profile front fender: The gap between tire and fender tightens with the cool
look of a new low-profile front fender.
FXDF Dyna Fat Bob features:
Vibration isolated Twin Cam 96 engine
6-speed Cruise Drive transmission
Black powdercoated engine with polished rocker boxes
New silver-faced speedometer with range countdown
New fuel sender
High Performance “Full metal jacket” chrome-covered shock absorbers
Chrome Tommy Gun exhaust with Staggered Dual mufflers
180 mm-16 rear / 130 mm-16 front tires
Cast Aluminum Slotted Disc 16-inch front/rear wheels
Bobtail rear fender
5.1-gallon Fat Bob fuel tank
Drag-style handlebar on black riser
Polished aluminum triple clamps
Black fork lowers and mirrors
28-degree fork angle
Dual headlamps
Forward or mid foot controls
Optional Smart Security System
Review
At this point
in Harley's history they must start to feel like there's nothing new under the
sun. It can't be easy after 105 years. Whether you're a Harley fan or not, one
thing you can't do is underestimate a company that's been around that long.
So what did
they do for year 1-0-5? Squeezed out three (two, really, as one is a slight
variation on the same theme) new models from existing platforms, that's all.
Along with the
expected new paint schemes, injection of chrome-a-licious accessories and a
refresher on models recently released (Sportster Nightster as a late '07 and '08
CVOs) it was time to introduce the world to the Fat Bob, Rocker and Rocker C.
Fat Bob is the
latest chunky-tired Dyna, formerly called the FXDF.
Now sixth in
the family whose name begins with FXD, the Fat Bob brings some unique styling to
the team, but ol' Bob carries the family genes in its ticker. The air-cooled,
rubber-mounted, fuel-injected, Twin Cam 96 engine with a bore and stroke of 3.75
in. x 4.38 in. squeezing out a compression ratio of 9.2:1 that's good for a
claimed 92 foot-pounds of torque at 3,000 rpm is what all Dynas use; including
the Fat Bob.
The Fat Bob's
29-degree steering angle doesn't elicit the notion of razor sharp handling,
however, it does boast the shortest wheelbase in the Dyna line at 63.7-inches.
Combine that with just under five inches of ground clearance and a pair of
16-inch wheels and what you get is sporty-for-a-cruiser handling. Initial
steering responses are a touch slow because of the chubby 130/90 tire up front,
but once you've started the turn that same tire allows your confidence to grow
as the bike continues to lean. Pushing all the way to the 4.92 inches of ground
clearance and beyond was cake, and never once did I feel I had reached the
limits imposed by the bike’s geometry. I often wished I could lean further as
each new turn approached.
Slowing the
Bob is the job of twin disc brakes up front and the ubiquitous single disc out
back. Although pressure at the hand lever is transmitted through braided
stainless steel lines, they still felt a bit numb and underpowered. A strong
pull at the brake lever would ultimately result in a decent stop, but that's a
little more than I care to apply to haul any bike down. Regardless of my
performance-driven whining, the brakes were typical Harley in that they were
sufficient but not great.
Conversely,
application at the clutch lever was a welcomed light and easy feeling (there's
gotta be a song in there somewhere). The six-speed transmission also offered
familiar sensations expected from modern Harley trannies: a solid
thunk and the impression that it'll last
forever.
Speaking of
comfort, Harley's has a winner with the cushy, sculpted saddle on this newest
Dyna.
Just looking at spec sheet numbers and a list of
components one could probably draw some safe conclusions about how the Fat Bob
will make power and handle. Especially considering it shares so much of its core
with the other Dynas. Where it does seek to set itself apart, quite naturally,
is in the look and feel department. This fat Dyna makes a distinct departure
from traditional styling by employing the previously mentioned 16-inch front
tire and a rather unique headlight duo. Pairing two small headlamps mounted next
to one another the design draws obvious parallels to a certain British bike
maker; commentary amongst journos in the tech briefing echoed as much.
Another
notable element of design and function are the drag-style bars with a mild V
bend. These aggressive handlebars are joined to the top triple-clamp via its
integrated riser. It creates a tough look, but not so tough that you can't enjoy
the benefits of the rubber-mount. The bars grant good leverage for steering and
do a good job of creating the rider triangle.
The other key equation to rider ergos is the footpeg
placement. The Fat Bob I rode had mid-ship controls which helped put me in a
very upright riding position. Unfortunately, over time I recognized that the
mid-mounts created a cramped position for me as the bend in my knee was nearly
90 degrees. On the surface that may seem like an ideal angle, but with years of
knee-abusing sports, stiffness set in at day's end.
Speaking of
comfort, Harley's has a winner with the cushy, sculpted saddle on this newest
Dyna. At first sitting I was afraid that it was too soft and mushy. But at the
end of two days of riding through the lush and beautiful rolling farmland just
outside of Baltimore and neighboring Pennsylvania I was happy to dismiss my
presumptions about the seat. It remained all-day long comfy.
The look is
clean and simple without looking Spartan. Its slash-cut double-barrel 2-1-2
shotgun exhaust is a good example of how this bike differs from its siblings
without doing so at risk of being labeled some kind of insecure middle child.
"Hey! Look at me... See how different I am!" is not how the Bob seeks approval.
It does so by marrying its unique, understated appearance with a good motor and
good handling. Despite the dearth of serious twists and turns in this part of
Maryland, the few I was able to carve up whilst on Fat Bob had me thinking that
this bike was one of the most fun Harleys I've ridden to date. I hope Fat Bob
doesn't go on a diet. The FXDF Fat Bob has an MSRP of $14,795.
A perennial
favorite, the Softail model line picks up two more players this year with the
Rocker and Rocker C. Essentially they're the same basic bike save for a more
custom look and a very trick feature found on the C model.
The Softail
line utilizes the air-cooled, fuel-injected, Twin Cam 96B (B for balanced)
powerplant with a six-speed tranny. Though the engine is basically the same as
that found in the Dyna line, it isn't rubber-mounted like the Dynas. Rigid
engine mounting emulates the pseudo hardtail swingarm/frame combo that so many
hardtails are defined by. Thankfully there's a perfectly good shock absorber
with 3.4 inches of travel tucked so far out of sight that finding it requires
crawling on your belly just to get a glimpse of it.
But what makes
a Rocker a Rocker? Before you go out and buy one expecting to join Vince Neil on
stage when the Motley Crue reunion tour comes to town, think before you buy. The
Rocker name has nothing to do with your second career and everything to do with
how that gloriously big rear fender hugs and – believe it or not –
moves or rocks with the 240-section rear
tire and swingarm.
How did
they do it?
The first step
was to make a strong fender, one made from bonded construction rather than a
typical sheet metal piece. The next step is to move away from the conventional
frame-mount point. The Rocker's rear fender is actually joined to the swingarm
via a cantilever mount. The end result is a fender that moves in unison with the
tire as the swinger travels up and down. Riding alongside a Rocker and seeing
the fender in action is a treat.
But the effort
wasn't purely fashionable. Harley engineers purport there to be over 100 Gs of
force acting on a traditional cruiser or rigid frame chopper's rear fender. That
can spell disaster for the welds holding it to the frame. With the Rocker
design, broken or cracked mounts are no longer a concern.
I made mention
of the mandatory-for-a-custom-look 240-series rear tire and how it interacts
with the fender. What I didn't mention was how such a big rear tire had little
impact on the good handling of the bike. With a 19 x 2.15 tire wrapped around a
five-spoke painted (or polished on the C) cast-aluminum spinner up front, I
expected some pretty crummy handling. Nope, not here. Turn in is quick and
handling is light and responsive. Hurray! The only drawback is the limited
ground clearance. Here a scrape, there a scrape, everywhere a scrape, scrape.
Forward controls on most cruisers usually mean too
much stretch for my 5' 8" frame. I was stoked to find this not so on the
Rockers. Although there is a bit of the "C" or clamshell position from the ergos,
it's not enough to make me swear off forward controls. What helped greatly was
the shape of the saddle. It felt as though it was custom molded for my narrow
ass. Overall, I was impressed with the fit.
The C model is
the more custom-ified of the two, with plenty of chrome on the headlamp, triple
clamps, handlebar riser, fork lowers, tank console, speedometer and polished
cast- aluminum wheels. The paint is a bit more special, too, with flame
pinstriping front to back. Additionally, the finned oil tank and swingarm are
color matched to the frame where on the regular Rocker those two items have a
"satin stainless metallic powdercoat."
So what's left
to talk about? It's what you can't see on the Rocker C that makes it special.
More than just chrome and paint, the C hides a secret. A secret that, depending
on your station in life, may be the ticket that either keeps your mate happy or
gets you a mate to begin with.
Tucked
completely out of sight and under the rider seat is a simple pillion that
attaches lickity split and hovers precariously over the rear fender. Called the
Trick seat (yes, it's already trademarked), this sneaky saddle requires no tools
and only takes about one minute to attach, worse case scenario. It goes a little
something like this: Lift the rider saddle, pull out the rider seat pad, pull up
and out on the strut, slip it into a groove, pop the rider pad on its perch and
lock it into place with a slide pin. Voila! Instant chick getter.
This tiny
pillion was about the only thing to create a perceptible ride difference between
the two Rockers. The difference being how the rider (driver) sits on the saddle
when the Trick seat is tucked away out of sight. Though they share the same
saddle, the version on the C causes the rider to sit a bit taller thanks to the
necessary clearance needed under the seat for the hidden passenger mount.
Handling isn't affected, but the sensation is that you sit higher on the C.
Start with and stay on the same bike and you'll never know any different.
I haven't
ridden all the custom or custom-like cruisers out there, but I've ridden enough
to know that the Rockers pull off what so many can't – combining look, sound and
feel with actual riding performance and a reasonable level of comfort. Rock on!